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(No Model.) 4 Sheets-Sheet 1.

G. P. HARRIS. APPARATUS FOR LAYING RAILROAD TRAGK.

No. 340,042. Patented Apr. 13, 1886.

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(No Model.) 4 Sheets-Sheet 2.

G P. HARRIS. APPARATUS FOR LAYING RAILROAD TRACK. No. 340,042.

Patented Apr. 13, 1886.

\\\VI I (No Model.) 4 SheetS- Sheet 3. G. F. HARRIS.

APPARATUS FOR LAYING RAILROAD TRACK. No. 340,042.

(No Model.) 4 Sheets-Sheet 4. G; F. HARRIS. APPARATUS FOR LAYINGRAILROAD TRACK. No. 340,042. Patented Apr. 13, 1886.

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NITED STATES PATENT OFFIcn.

GEORGE F. HARRIS, OF NEW YORK, N. Y., ASSIGKOR TO GORDIS DAY HAR- BIS,OF KEENE, NE\V HAMPSHIRE, AND GEORGE EDWIN HARRIS, OF

MAHOPAO FALLS, NEV YORK.

APPARATUS FOR LAYING RAILROAD-TRACK.

SPECIFICATION forming part of Letters Patent No. 340,042,6ated April 13,1886.

Application filed January 4, 1884. Serial No. 116,442.

To (LZZ whom, it may concern:

Be it known that I, GEORGE F. HARRIS, a citizen of the United States,residing at New York, in the county of New York and State of New York,have invented certain new and useful Improvementsin Method and Apparatusfor Laying Railroad-Tracks, of which the following is a specification,reference being had therein to the accompanying drawings.

This invention relates to improvements in a method. for delivering atthe forward end of a railroadconstruction train the ties and rails whichare used in laying the track, and also to improvements in the apparatusfor carrying out this method or system of delivery, these featurespertainingmore especially to a construction of the general charactershown in my previousPatent No. 229,702, July 6, 1880.

Figure 1 is a side elevation of a portion of 2 the forward car of aconstruction-train sufiicient to illustrate certain parts of the presentinvention, this figure showing also the extension-frame adapted to beattached to and detached from said forward car, and showing also thesupplemental tiecar with its partsin the positions occupied at the timethat theload is being automatically delivered therefrom. Fig. 2 is a topplan view of the same devices. Fig. 3 is a side elevation of one of theextension beams or frames detached. Fig. 4 is a rear view of Fig. 1, theupper car being shown in the position occupied byitbefore (lumping, andthe platformcar being shown as loaded with a number of rails. Fig. 5 isa top plan of the upper car, the sliding portion being removed. Fig. (iis a rear elevation of the same. Fig. 7 is a top view of the slidingportion of the upper car. Fig. 8 is a rear end view. Fig. 9 is anelevation of one ofthe clamping-irons detached, by which the slidingportion of the upper car is guided and held in place. Fig. 101s asection on the line 2 z of Fig. 8. Fig. 11 illustrates in perspectivethe improved support for the detachable rail of the continuous track,which joins together the portions supported permanently on the car. Fig.12 is a front elevation of one of the trestles which receives the railsimmediately after they leave the forward car. Fig. 18 is an endelevation of another trestle. Fig. 14 is a top (No model.)

Patented in Canada April 15, 1881, No. 12,365.

plan view of a portion thereof. Fig. 15 shows the shaft or pintle of thehorizontal anti-friction rollers on the trestles. Figs. 16, 17, 18, 19,20, and 21 are detailed views of the various parts.

A represents those rails of the permanent track on the ground which havebeen fastened in place; A, the ties or sleepers therefor; O G, thewheels on the platform-car of the construction-train, resting upon therails A A; 6c D, the axle, and D the stringers or sills of theplatform-car, and E the floor or deck supported thereon.

F F represent rails permanently secured to the platform or deck E, and LL represent detachable rail-sections adapted to be held in line with thepermanent rail-sections F F by an improved device, to be hereinafterdescribed.

H H represent ties, bars, or sleepers, pref- 7o erably secured, asshown, to the top of the deck, the object in using them being to give asupport to the rails F, and also to provide platforms or standing-placesat the sides of the car for the men whenever it is necessary for 7 themto step out of the way of the tie-car, to be described. Those on theforward car of the train also assist in holding the extension-beams inplace.

1' represents a beam so arranged as to support an extension of the trackbeyond the front end of the forward car. This beam 1 is detachablysecured to the car as follows: J represents a crossbeam situated at aproper height relatively to the top edge of the car, and at or near thefront end thereof. The beam 1 is rabbeted at ii, the rabbets beingadapted to receive the projecting ends h h of the bars H. At or near thefront end of the car the'beam I rests upon the cross-piece J, 0 and itis held from lateral displacement by means of one or more keys, K K K,some passing through the projections h h of the bars H and one throughthe beam J.

L" represents an inclined detachable brace 5 for increasing the supportforthe projecting front end of the beam 1, this brace bearing against acrosspiece, L, which has a rear brace, L

When it is desired to secure the beam 1 in place, it is first lifted upuntil it rests upon the cross-piece J, and the rabbets i are fitted tothe extensions h h, after which the keys K are driven into place and thebrace L is fastened against the bracket (shown in dotted lines at Z,Fig. 1) and against the cross-piece L.

M represents a stop or abutment, situated a suitable distance from thefront end of the beam 1, preferably made of a sufficiently strong heavyblock .of wood, bolted, as at m, to the beam.

Upon the railsF and the extension-rails F the tie-car K is adapted torun. This is preferably constructed in the manner shown, and as will benow described.

N N represent the supporting-wheels,which rest upon the track F F, andwhich carry a truck frame, which, for some purposes, may be of anysuitable character, but which, for the ends at which I aim, I prefer toconstruct in the way which will be readily understood by examining Figs.1, 5, 6, 7, 8, 9, and 10. u

- N N represent the side sills of the frame, N" N the end sills, and N Nsills inside of and substantially parallel to those indicated at N N.These parts may be made and secured together in any well-known andsuitable way.

Upon the car-frame thus made is supported the sliding upper part, whichconsists of side pieces, 0 O, and end pieces, 0 0. At the front endthere is a cross-beam, O", which serves a purpose to be hereinafter setforth. Upon the top of the side pieces, 0 O, are smooth strips 0 O toreceive the ties. In the under sides of the side pieces, 0, are formedgrooves, as shown at 0, which, if desired, may be lined or faced withmetallic wearing-pieces. By means of these grooves the side pieces areadapted to more or less surround and rest upon anti-friction rollers 0,which are mounted in seats or sockets in the intermediate sills, N, ofthe car-frame. When the frame 0 O is thus mounted, it will be seen thatit can readily slide forward and back relatively to the carframe N N N"below it.

In order to hold the two frames in proper positions relatively to eachother, and to stop the movement of the sliding frame'relative to thelower, I combine with them clampingirons of the character shown in Figs.9 and 10, each having a plate, P, bymeans of which it can be bolted tothe outside of one' of the sills N and having an upwardly-projectingplate or arm, P, which lies by the outer face of one of the side pieces0, and an inwardlyprojecting lip or flange, p, which lies above andengages with a bar, 0 bolted to the outside of the side sill, O, of thesliding frame. Any suitable projection on the slidingnpper portion maybe depended upon for stopping it. Thus, the bolt-heads 0 may be utilizedfor this purposethat is to say, so arranged as to strike against theupwardly-projecting plate P", they being preferably about two feetapart, more or less, as may be found necessary; or these bolt-heads maybe countersunk, and stops of other construction and character may beused. The beam 0 may be so arranged as to strike against the car whenthe sliding platform returns, and another stop of similar charactermight be used to limit the forward motion of the platform.

The device above described can be used in the following manner forautomatically delivering the ties upon the road;bed inlarge numwhichtheylie when in place on the ground:

. 1s bers on lines substantially parallel to those in r The ties arefirst taken from the platform of I the construction-car and placed uponthe up-' per car, K, they resting upon the ribbon pieces O, and after asuitable number are placed thereon a forward impulse is given to thecar, 7 which moves forward onthe rails F and F until the forward wheelsstrike the stop .or abutment M. Thereupou the lower portion of the carstops, butthe upper sliding part continues forward for about two (feetmore or,

less) until the weight of the .ties bears down the forward endsufliciently to allow them to,

slideoff, which is rapidly effected. The beam 0 0' assists in bearingdown theforward end of the sliding frame, and also receives the impactwhen the frame strikes against the projecting ends'of the beams'I I.After the last tie has slipped from the sliding platform,the weight ofthe rear end again bringsall of the wheels upon the rails,and the car isready'to be withdrawn for another load. I

In order to prevent the sliding frarne from being jolted or thrust outof' place, a lock 'or. catch may-be used. 'Thus, Q Q represents.

bent lever, pivoted atq to the car-frame N N and R is a shoulder on thesliding frame,

adapted to engage with'the shoulder q. While,

these two parts are engaging, it is impossible for the truck-frame toslide forward; but when the operator desires such forward sliding he canthrust the ,bar Q out of engagement.

The bar may be held by a spring or pin, or

other suitable device.

Having thus described the devices by means of which I deliver theties atthe front end of the construction-train, I will now proceed to set forththe means by which I carry the rails to the point where they are to besecured on .the ground.

In Fig. 4 I have shown how the rails are stored on the car, said storingbeing acconr, Y plished in a way not followed by any one prior to mydoing so, as farasfI know-that is to say, I arrange the rails in twopiles upon each car-,one pile being upon each side of the center.

T T represent planks, beams,; or heavy boards, secured to the deck ofthe car between thetwo piles of loose rails A, the crossties or sleepersH being preferably arranged with spaces between the inner ends of thosethe said planks or beams T maybe fitted in place. The planks or beams donot' extend which are opposite to each other, in'order that the fulllength of the train, but the ends of those on adjacent cars are joinedby means of supplemental intermediate short planks. or .s beams, T. I.prefer to have this joining cf: I,

fected in the manner shown'-that is to say, by constructing the ends ofthe intermediate plank, T, and of the permanent ones in such way thatportions thereof shall always overlap. This can be done as shown-thatis, by forming a recess somewhat V-shaped in the end of each permanentplank or beam. and making a convex V-shaped projection on each end ofthe intermediate plank adapted to fit into the socket on the permanentone; or the parts may be reversed, the permanent one having the convexprojection and the detachable one having the concave recess.

t t represent bars or straps of wood or iron secured to the uppersurface of the planks or beams T, and t t are similar bars or strapsfastened to theintermediate deta hable plank, T. These are arranged at asuitable distance apart, leaving a small groove or way between them.

v T T represent a frame adapted to supportone or more of the loose railsA. This frame has one or more shafts or axles (preferably two) mountedtherein, each axlecarryingthree wheels. Two of these wheels. f" t, areof a similar diameter, somewhat larger than that of the intermediatewheel, 1. The latter wheel is adapted to be situated between the bars tt and t 6, and the said wheels and bars operate to guide the f ame T T".The wheels t" t rest upon the planks or beams T T outside of the bars orstraps t t, and revolve when the frame T T" is pushed forward or hack.

1 am aware of the fact that for many years cars (considered broadly)have been used in lumber-mills and other places for the moving of barsand beams from place to place; but I am not aware of the fact that acontinuous support for such a car with a substantially unbroken surfacehas been used with a construction-train of cars, the track extendingcontinuously from one car to the other, and the car being used fortransporting the rails along the train.

I am, aware, also oft-he fact that rollerlramways have been used on thecars of construe tion-trains for many years, some having the rollerssituated by the sides of the cars and some between the sides thereof. insome respects, however, acontinuous track is preferable to thoseroller'tramways, and in doing away with the latter 1 accomplish severaladvantages. A roller-tramway suitable for this purpose is much moreexpensive than are the means which i have herein shown and described.

Upon the forward end of the small car T T there is mounted a roller, T,so situated that when the rear end of a rail upon it is being lifted upthe forward portion will rest upon the said roller. When the car is atthe front end ofthe train, the operator, after lifting said rear end,can readily slide the rail forward off from the car.

T T represent blocks or stops adapted both to prevent the car T T fromgoing too far forward and at the same time prevent the forward end of itfrom swinging down when the rear ends of the loose rails thereon arebeing elevated. The forward ends of the side bars, T, of the car can berabbeted, as shown at i one wall of the rabbet being adapted to restupon the block '1, and the other wall or shoulder thereof being adaptedto abut hori- Zontally against the same; or, instead of twoseparateblooks, a beam may be fastened across the track from one side tothe other.

Having described that form of construction, which at present I prefer touse, I will now say that instead of the parts last above de scribed indetail use may be made of others of-a somewhat modified character. Thusordinary T-shaped rails could be arranged at or near the center of a carbetween the two piles of loose rails, and upon these a car with flangedwheels could be transported, there being suitable detachableconnecting-rails between those permanently secured to the cars. Again,use might be made of a plain smoothsurl'aced plank in combination with acar having one or more rollers extending from side to side of the plank,and with flanges or suitable guides to hold them properly thereon.However, I do not wish the other features of the present invention to belimited to any special style of devices for carrying forward the rails,as the other objects may be advantageously attained regardless of thisportion of the mechanism. As the forward end of the rail which is beingadvanced leaves the front platform-car, it is received upon a trestlehaving an anti-friction roller, V. This trestle is preferablyconstructed in the manner shown-that is to say, wit-h four inclinedlegs, V, bottom sills, '0, connecting-pieces a at the front and rear,connectingpieees 1;" at the sides, a strong heavy bearing-block, 1), atthe top of each side, and supplemental antifriction rollers, v Theanti-friction roller V is mounted in the bearing-blocks c, as are alsothe supplemental rollers '0 These latter are preferably mounted upon thedevices shown detached in Fig. 15. They consist of a shaft or pintle,'0, having a flanged head and a nut, c, which engages with the end ofthe shalt or pintle'v. The shalt passes downward through thebearing-block v, and the nut v bears against the under side thereof. Asthe rail is moved forward upon the roller V, the supplementalanti-friction rollers insure that there shall be no resistance at thesides of the rail. Of these trestles as many may be used as are foundnecessary to carry the rails forward to a point where they can beconveniently manipulated. When a series of two or more are employed,they are preferably graduated in size, those farther from the car beinglower than those nearer.

1 herein describe the extension beams or bars as situated on or nearlyon the horizontal plane of the main longitudinal beams or sills of theplatform-car, this description where it appears beingintended tocontradistinguish the particular construction shown from those IIOmechanisms in whicha high overhanging forwardly-projecting frame isused.

Oertain advantages are attained by having the forwardly-extendingsupport near the plane of the bed of thecar; but there are fea-v turesof my invention which do not depend upon this exact location.

I believe myself to be the first to have combined with aconstruction-carand devices for moving end wise ofsaid car the track material, a supportextending forward from said car on horizontal lines and having its frontend at a distance above the ground, this support being adapted toreceive and hold track material preparatory to its beinglowered to theground.

Prior to my invention use had been made of an inclined chute, the rearend of which was supported upon the front end of the construction-carand the forward part of which rested upon a truck. When these inclinedchutes have been used, the material, whether rails or ties, must, assoon asit enters them, necessarily pass immediately down to the end,whereas when the forwardly-projecting support lies upon horizontal linesthe material can be ternporarily retained thereon, if it becomesnecessary.

Of course it will be understood that any of the devices known at thedate of this patent may be employed to support the track material atpoints in front of the forward construction-car. For this purpose'I atpresent prefer to use beams like those at I, and to support them asshown, yet there maybe more or less modification in this respect, and Ialso prefer that the guide or track on the forwardly-ex tending supportand on the top of the car should be of the nature of an ordinarytramtrack or railroad-track.

One part of my invention can be preserved so long as there is such atrack or-guide upon the forward construction-car to receive a vehicle,and a forwardly-projecting support adapted to hold said vehicle or thematerial carried thereby.

Prior to the date of this patent use has been made of a support in frontof the constructioncar, said support consisting of a truck upon wheelsat one or both ends, it being adapted to receive the track material, andalso adapted to hold and guide a vehicle moving forward from theconstruction-car, and it will be understood that such devices may beemployed in lieu of the support I'shown without departing from thespirit of my invention.

Anotherfeature of said invention can be preserved by employing a seriesof two or more transportation-cars provided with devices for taking thetrack material continuously over the series of cars from one to theother, in conjunction with a support projecting forwardly from the frontcar to receive the material preparatory to its delivery to the ground;and so far as this part of the invention is concerned I do not wish tobe limited to having the beams or fbrwardly-projecting supports locatedin exactly the horizontal plane shown, as said support may beconsiderably higher, or even below the bed of the car, and still permitthe accomplishment of the advantages at which I aim, if means heemployedvfor pushing or carrying material above and along theseries ofcars from oneto the other until it reaches said support; nor. 1

do I wish to be limited to a const'ructionin which there mustnecessarily be an immedi ate or simultaneous delivery of 'alarge numberof the ties to the ground, as some of the, advantageous features of theconstruction shown can be preserved without following such a course.

The invention is as applicable to those oonstruction-trains in which allof the. cars are utilized in transporting the material from the depotsto the points where the track-laying is taking place. as it is in thosetrains having specially constructed cars at the forward end,

which cars are generally left standingat the point of construction, andare not used, for purposes of transportation. Sometimesthese latter carsare' provided with derricksand other implements, and they can be used aswell in carrying out my system as can the o'rdinary platform-cars.

When a tie-car above the construction-cars is used, it is not necessarythatthe front sup port should be exactly horizontal, though it" ispreferable that it should be so.

In Fig. 11 I have shown one of the improved supports which can beemployed for holding in proper place an intermediate do tachable sectionof rail. W represents the loo" shank or stem, having an eye, W, which befastened to one of the rails by a bolt passing Y between the tread andthe flange of the railthrough one of the fish-plate holes ordinarilymade. suitable distance beyond the rail F.and is then curved outwardlyand downwardly, as at w,

then inwardly, as at w, to provide a portion to lie below theintermediate rail-section,and then upwardly, as at w. A-support of'thiskind can be attached and detachedwith but The shank W projectsforwardlytb a little tron ble,and the intermediate rail-section I can bequickly put into place or removed therefrom, and I avoid the necessityof the endwise movements when other support-s are employed. 1

I am aware of the fact that chutes have been used with construction-carsfor the purpose of lowering the ties and rails; but I prefer to dissityof lifting it or moving it laterally by -re-' versing its motion on itsroller, and there is" no necessity to lift it over or off from thesupport, as is the case when chutes are used. Half of the rails have tobe carried backward and half forward, and my devices for supporting therails enable me to carry with great convenience those which are to bemoved backward.

\Vhat I claim is- 1. The herein-described method of transporting by anddelivering from a constructiontrain of cars the material for apermanenttrack, it consisting in placing the loose ties upon the rear cars of thetrain and the loose rails upon the forward cars, the latter beingarranged in two piles on each rail-car, then carrying over the looserails on the train and delivering to the ground in front a large numberof ties simultaneously, and transporting the loose rails to the front ofthe train on lines between the two aforesaid piles of rails which are oneach car, substantially as set forth.

2. The combination of the platfornrcar and extension beams or barssituated on ornear the horizontal planes of the main longitudinal beamsor sills ofthe platform-car,substantially as set forth.

3. The combination, with aplatformcar, of extension beams or barsrunning forward from the car and secured thereto, and a tie-carriersupported upon said beams or bars and adapted to carry material thereonto points ahead of the car, substantially as described.

4. The combination of the platform-car, extension beams or bars situatedon or near the horizontal plane of the main longitudinal beams or sillsof the platform-car, a track supported upon said beams, and a car whosewheels are fitted to said track, substantially as set forth.

5. The combination, with the forward car of a construction-train, ofdetachable extension-beams extending forward from said car substantiallyhorizontally, to support a tiecarrier, devices, substantially asdescribed, for clamping said beams to the carrigidly,and a supplementaltie-carrying car adapted to be supported and to run upon the saidextensionbeams, substantially as described.

6. The combination, with the constructioncar, of the detachableextension-beams,which provide a track for an upper supplemental car, anddetachable braces, as at L, for supporting the forward parts of the saidextension-beams, substantially as described.

7. The combination, with the detachable extension-beams,of stops orabutments M, secured thereto, substantially as and for the purposes setforth.

8. The combination, with the forward car of a construction-train, ofdetachable extensionbeams beveled or rounded at their forward ends,whereby they are adapted to receive the impact of a tie-carrier atpoints below their upper edges, substantially as shown and described.

9. The combination, with a constructioncar, of a car adapted to movethereon and provided with two frames, one of which is movable relativelyto the other, whereby the unloading of the material from the car can befacilitated, substantially as set forth.

10. The combination of the construction-car, and the tie-car movingthereon, made in two parts permanently connected together, but of whichone is adapted to move relatively to the other, substantially as setforth.

11. In an apparatus for delivering track material to the ground fromaconstruction-train, the combination of a car adapted to be moved uponthe car which carries the construction material and a stop or abutmentwhich stops the forward movement of the car at the point where theunloading of the latter is to be ef fected, substantially as set forth.

12. In an apparatus for delivering track material from aconstruction-car, the combination, with said car, ofa carriage adaptedto move thereon and provided with a frame for sup porting the material,which frame can swing upward, and a stop arranged substantially asdescribed,whereby the motion of the carriage is arrest-ed, substantiallyas set forth.

13. In a device for transporting ties from one part of aconstruction-train to another, the combination of a'main frame, as at NN, a sliding frame thereon, the plate P, secured to one of said framesand having the engaging portion p,wherewith it engages with the otherframe, substantially as set forth.

14. In a device for transporting ties from one part of a constructioncarto the other, the combination of the movable main frame, a frameconnected thereto which can slide relatively, the anti-friction rollers0, interposed between the frames, and connecting devices which prevent avertical displacement of the sliding frame, but arranged,substantiallyas set forth, to permit it to move longitudinally, as described.

15. The combination of the main frame N, the slidingframe O O, aconnecting-plate, P P, and stops 0" to limit the movements of thesliding frame, substantially as set forth.

16. The combination, with a constructioncar for transporting trackmaterial, of a se ries of two or more independent trestles (incontradistinction from a chute) in front of the constructioircar, eachbeing provided with independent rollers adapted to be arranged in,gradually lower planes.

17. In a track-laying apparatus, the combination of the followingelements, namely: a series of transporting-cars, an anti-friction guideor track for the loose metal rails extending from one to another of saidcars and arranged centrally longitudinally of the train, an apparatusfor delivering said rails, consisting ofaseries of rollers directly infront of the central part of the train, and a supplemental car movingcentrally of the train and over the aforesaid guide for the metal rails,substantially as set forth. g

18. In a track-laying apparatus, the combination of a construction-car,a track upon said car, a suplemental track in front of said car,

I CC

substantially coinciding with the track on the construction-car, and asupport, which holds said supplemental track in an elevated positionabove the ground, substantially as set forth.

19. The combination of a construction-car, a track upon said car, asupplemental track in front of said car and substantially coincidingwith the track thereon, a tie-carrying car adapted to move on saidtrack, and anti-friction rollers in front of the construction-car,tosupport the metal rails as they descend, substantially as set forth. I

20. The anti-friction rail-guide having the horizontal roller and thevertical rollers, the latter being arranged immediately above thehorizontal roller, substantially as set forth.

21. In a track-laying apparatus, the combination, with aconstruction-car, of a support in front of said car for track materialpreparatory to its being lowered to the ground, that part of saidsupport over which the material is transported being substantiallyhorizontal and the rear end thereof bei ng detachably connected with theconstruction-car, substantially as set forth.

22. The combination, with the train oftwo or more cars, of a continuoustrack above and upon said oars, adapted to guide a supplemental vehicle,and a support in front of the forward car adapted to hold track materialpreparatory to its being lowered to the ground, substantiall y as setforth. r

23. The combination, with the train of two or more cars,of asupplemental vehicle adapt- 25. The combination, with a constructioncar,of a supplemental car for transporting ironrails over theconstruction-car, said supplemental car having wheels or rollers,whichrest upon the construction-car, and. a guide which engages with a way onthe constructioncar, and an anti-friction roller on the supplemental caradapted to support the rails when they are being pushed forward and oilfrom p the supplemental car, substantially as set forth.

26. The combination, with a constructioncar having track-rails securedthereto and the intermediate removable rail-sections, of thesupporting-bars for the said intermediate railsections secured to therails on the construe tioncar, andeach constructed, substantially as setforth, to have an arm situated belowand across an intermediatedetachable rail-section, whereby the latter can rest upon and be v heldby said supporting-bar, as described.

In testimony whereof I aflix my signature in presence of two witnesses.

GEORGE F. HARRIS.

I Vitnesses:

H. H. Buss, M. I- GALLAN.

